Magneto-oscillating mechanism



July 23, 1929. B. P. REMY 1,721,669

MAGNETO oscIpLATING MECHANISM Filed Aug. 8i 1927 Patented July 23, 1929.

UNITED STATES BENJAMIN P. REMY, F INDIANAPOLIS, INDIANA.

MAGNETO-OSCILLATING MECHANISM.

Application led August 8, 1927. Serial No, 211,606.

The object of this invention is to improve the construction and operation of ma gnetos to enable them to overcome the difficulties in the use of heavy oil, and to operate satisfactorily in extremely cold weather, and to reduce idle oscillation or shimmying of the magneto shaft and crank thereon after the same is tripped for producing the ignition spark.

The chief novel features of the invention consist in the arrangement of the parts so that the pull on the crank of the magneto shaft is at a right angle to the crank when in the effective part of the stroke. Another feature of the invention consists in means for mounting the crank of the generator shaft so that it will not oscillate or shimmy after the tripping thereof. This is 'accomplished by a frictionally-mounted means in connection with which the spring-held means is mounted for returning the crank and magneto shaft after the same has been tripped.

The full nature of the invention will be understood from the accompanying drawings and the following description and claims:

In the drawings, Figure 1 is a side elevation of the magneto when the parts are in idle position. Fig. 2 is the same when the parts are in their position immediately preceding the tripping thereof. Fig. 3 is the same view showing the parts thereof in their position at the time of sparking. Fig. 4 is an elevation of the crank and means for controlling the same taken from the line 4--4 of Fig. 1.

There is shown herein a magneto casing 10 in which parts of the magneto are mounted, as is well known to those skilled in the art, and which parts are not shown in detail herein, for the same is unnecessary to an understanding of this invention. Said magneto is provided withthe magneto shaft11 and a current conductor 12, The casing is mounted on a 'bracket 13 provided with a sparking head 14 adapted to he secured to the head of the cylinder of an internal combustion engine, not shown. 15 is the inner end of the spark plug having the usual terminals 16 and 17.

I On the magneto shaft 11 there is secured a crank 120 with a toe 2Q at a right angle thereto with a linger 21 thereon slightly beyond the toe 20 of the crank in position to be engaged bv the heel 22 of the trip member 23, as seen in Fig. 2, for partiallv turning the crank and armature shaft. The trip member is fulcrumed on a pin 24 in the upper end of an oscillatable arm 25 pivotally mountedv on a timer shaft 26 which is mountedin one end of the bracket 13 and has associated with it the usual parts.

The trip member 23 has a downwardly-extending arm 27 in position to engage an inwardly-extending end 28 of said oscillatable arm 25. This is to limit the downward movef about the axis of the timer shaft 26, as shown.

The end 30 of the spring engages a pin 32, as shown, whereby it holds the downwardlyextending arm of the trip member against the pin 28 of the oscillatable arm 25 and maintains the trip member substantially at a right angle to said oscillatable arm 25 and also whereby said oscillatable arm 25 and trip lever 23 are returned to normal position shown in Fig. 1. after the tripping operation, asV indicated in Fig. 3.

The tripping operation is as follows:

Assuming the parts to be in their positions` as shown in Fig. 1, and the arm 25 to be moving counterclockwise. the heel 22 of the trip member 23 will catch on and engage the end of the plate 21 on the armature crank and the further movement of the arm 25 to the left will bring the parts into substantially the position shown in Fig. 2. This turns or rocks the magneto crank so that the finger 21 will be substantially parallel with the oscillatable arm 25 and the two will extend up to substantially the same elevation so that the trip member 23 will extend as shown.

' their original position.

The important function of spring 31 is to hold'the extension 29 against the pusher on the valve rod of the engine, (not shown),

The toe of the trip member 23 and the toe f while it makes the exhaust stroke, and then to return the parts 23 and 25 as above explained. To the main arm of the crank 120 of the magneto shaft, there is pivoted the upper turned end of a rod 34 which extends loosely through the damper sha-ft 35, as shown, and is yieldingly forced downward by a spiral spring 36 which surrounds said rod 34 and has its upper end bearing against the underside of the damper shaft 35 and its lower end supported on a washer 37 which is secured on the lower end of the rod 34 and rests upon a pin 38 extending through said rod. The main and central portion of the washer 37 is round and of the same diameter as the internal diameter of the spring 36, but the peripheral part of the washer 137 is onset, as seen in Fig, 2, to seat the lower coil of the spring 36. This prevents lateral displacementof the lower end of the spring, and lateral displacement of the upper end ofthe spring 36 is prevented by a shoulder 39 on the underside of the damper shaft 35. This appears clearly in Fig. 4, which shows that the end portion of the damper shaft 35 is cut away and recessed to seat the upper end of the spring 36 and forms the shoulder 39 to hold it in place.

In idle position the main arm ef the crank 120 and the rod 34 are substantially in alignment with each other, as shown in Fig. l, because of the expansion action of the spring 36. y Hence, the spring 36 yieldingly resists turning movement of the crank or magneto shaft during the tripping vmovement 'heretofore described. While the parts are being moved from the positions shown in Fig. 1 to their positions shown in Fig-2, the spring 36 is increasingly compressed and, therefore, its resistance becomes increasingly greater. When the tripping occurs, the crank, formed by the radius of the magneto shaft 11 and the crank arm 120 and rod 34 are at substantially .a right angle, as shown in Fig. E?, so that the pull-of the spring 36 through rod 34 is greatest on the crank in the effective part of the stroke. Then the spring 36 suddenly expands and very quickly returns the shaft 11 and crank 120 from the position shown in Figs. 2 and 3 to the original positlon shown in Fig. l. It is very important when this return movement of the magneto shaft occurs that its idle movement or oscillation be limited as much as possible, This result is accomplished by the frictional mounting and resistance of the shaft 35 in the bracket 13 and the rod 34 extending loosely Athrough said shaft and the spring 36. Their .cofaction will not only return the damper shaftto its normal position,.but will hold it and the crank from appreciable oscillation or shimmying as'soon as they are returned.v

The foregoing -rneans enables the magneto to be readily operated,'and the right angle tofore employed. Thus in the old mechanism the sparking occurs in substantially 123/10,000ths of a second, while in this device it occurs in substantially 92/10,000ths of a second after the trip. It reduces the pressure from 35 pounds in the old device to 12 pounds in this device. This enables this new magneto to operate successfully with heavy oil and in cold weather. Thus the old form of magneto of this type would stop action at about 15 degrees above zero Fahrenheit, while this new magneto would ignite when lubricated with heavy oil as cold as 25 degrees below zero.

The invention claimed is: 1. The combination with a frame for supporting a magneto, a magneto shaft anda crank on said shaft, and means for tripping the same, of a damper shaft frictionally mounted in the frame, a rod extending loosely through the damper shaft and pivoted at one end to the crank, the location of said damper shaft in reference to the magneto shaft being "il such that said crank and rod may beat a right angle to each other when the tripping occurs, and a spring tending to'pull saidrod longitudinally in a direction away from the crank, whereby said spring and rod will return the crank and magneto shaft after the tripping occurs and the damper shaft will guide and control the positions of the rod and resist oscillation of the rod, crank and magneto shaft. f

' 2. The combination with a frame for supporting a magneto, a magneto shaft and a Ycrank on said shaft, and means for tripping Y the same, of a damper shaft rotatably mounted 1n the frame, a rod extending diametricallyA and loosely through the damper shaft and pivoted at one end to the crank, the location of said damper shaft in reference to the magneto shaft being such that said rod and crank will be in substantial alignment with each other when the .parts are in normal position and will be at substantially a right angle to each other at the time of tripping, a

washer on the end of said rod opposite the end pivoted to the crank, and a spiral spring surrounding the rod and seated at one end on said washer and at the other end seated agalnst said damper shaft so the spring will be contracted while the parts are moved prior to the tripping and will expand immediately after the tripping.

3. In amagneto, the combination with a be at a right` angle to each other when the magneto shaft and crank thereon and means tripping occurs, and e spring exertin a 1onfor tripping same, of a friotionally mounted gitudinal force on said rod, substantially as 10 damper shaft, a rod extending loosely set forth.

5 through the damper shaft and pivoted at one In witness whereof, I have hereunto axed end to the crank, the location of the damper my signature. v shaft being such that said crank and rod may BENJAMIN P. REMY. 

